Car-fender.



F. A. NELSON dz E. T. PLATEBYOE.

GAR FENDER. APPLICATION FILED 00T.3, 1912.

Patented July 29, 1913.

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F. A. NELSON & E. T. PLATEBOB.

GAR FENDER. APPLICATION FILED 0013.3, 1912.

' 1,069,023. Patented Ju1y29,1913.

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' OAR FENDER.

APPLICATION FILED 0013,1912.

1 ,O69,023. Patented July 29,1913.

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ITED STATES PATENT ()FFIGE.

FRANK A. NELSON, OF MINNEAPOLIS, MINNESOTA, AND EINAR T. FLATEBOE, OFSEATTLE, WASHINGTON, ASSIGNORS, BY MESNE ASSIGNMENTS, T0 AMERICAN SAFETYFENDER COMPANY, OF SEATTLE, WASHINGTON, A CORPORATION OF WASHINGTON.

To all whom it may concern:

Our. invention relates particularly to fenders for use on street carsand the objects of the invention are, First, to provide a fendernormally depending in its operative position in front of the car bumperbutadapted to be raised or swung to an elevated, inoperative position toallow the draft bar of one car to be easily and quickly attached toanother car. Second,to provide a fender in which the mechanism fortripping the fender in case of an obstruction onthe track is embodied inthe fender itself, thereby eliminating a large number of independentparts. Third, to reduce to a minimum the weight of the fender and itsconnections, thereby reducing the cost of manufacture and the load to becarried by the car frame.

Other objects of the invention will appear from the following detaileddescription.

The invention consists generally in various constructions andcombinations, all as here inafter described and particularly pointed outin the claims.

In the accompanying drawings forming part of this specification, Figure1 is a sectional viewof the forward portion of a car, illustrating theapplication of our improved fender thereto, Fig. 2 is a front elevationof the car, showing the fender in its normal or running position, Fig. 3is a detail sectional view, showing the position of the fender in itsnormal or running position and in dotted lines indicating the positionthe fender assumes when it strikes an obstruction on the track and alsoshowing in dotted lines the depressed position of the fender or when itis lowered upon the track rails.

Fig. 4 is a plan view of the fender and the' forward portion of the carframe, the platform at the forward portion of the car being omitted toillustrate the connection of the fender cylinders therewith, Fig. 5 is adetail view showing the fender swung to its elevated or inoperativeposition, allowing convenient access to the draft bar and Specificationof Letters Patent.

Application filed October 3, 1912.

CAR-FENDER.

Patented July 29, 1913. Serial No. 723,743.

bumper, Fig. 6 is a detail view showing the manner of supporting thefender apron on the cylinder plungers, Fig. 7 is a detail view,partially in section, showing the connection at one end of the fenderapron with the cylinder piston brackets and the device for locking thefender in its lowered or horizontal position, Fig.8 is a detail viewshowing the fender locking rod and the manner of mounting the same inthe cylinder piston brackets, Figs. 9 and 10 are detail views showingthe connection of the fender con trolling valve with the controllingvalve of the car, Fig. 11 is a detail view showing the pipe connectionsbetween the controlling valve and the fender and brake cylinders, on theline w-w of Fig. 1, Fig. 12 is a sec tional view of the fender valve,showing the valve lever and a portion of the trip rod running to themotormans valve and to the trip shaft under the car. Fig. 13 is asectional view of the valve, showing the rotary valve resting on thevalve seat, on the line w-a2 of Fig. 12, Fig. 14k is a similar view,showing the valve in its operative position, the port in the rotaryportion of the valve registering with the port in the valve seat leadingto the fender and brakes, the other ports being closed, on the line y-yof Fig. 12, Fig. 15 is a sectional view showingthe valt e in itsinoperative position, the rotary valve lapping the fender port and allthe other ports being in register, on the line zz of Fig. 12.

In the drawing, 2 represents the forward portion of a car frame, havingthe usual platform 3 and bumper 4. On each side of the middle portion ofthe bumper castings 5 are secured, and to these castings brackets 6 arepreferably bolted, extending upwardly and forwardly. (See Fig. 8.) Infront of these brackets we provide the fender cylinders. Eachcylinder ispreferably composed of a section of tubing 7 having cast metal heads 8and 9 which are screwed on to the ends of the tubing, this constructionbeing much lighter than a cylinder composed entirely of cast metal. Eachof the heads 9 preferably has a bifurcated hanger 10 secured thereto andprojecting upwardly therefrom and provided with slots 11 and with holes12 and '13. Locking pins 14 are adapted to fit into the slots 11 andinto the pair of brackets 6, said slots allowing. the

fender cylinders to swing backwardly on their pivots when the fenderstrikes an. obstruction on the track, as will hereinafter appear.

15 represents pins fitting into the holes 12 in the hangers 10 andpassing through-the-v brackets and forming therewith pivots on which thefender may swing to a raised,inoperative position when the locking pins14 are removed. (See Figs; 3 and 5). the fender has been swung to theposition indicated in Fig; 5.the locking pins lrt will be inserted intothe holes l3sandcorresponding inders, when they will be forced: down tolower the fender to the=traok.

At. the lower. ends of the pistonswe prefer to provide brackets 19rigidly. secured thereto and provid'edwithrods 20 which'are pivotallyconnected. at one endto saidibr-ackets and: are slidable in guides 21onthe cylinder castings 8. These rodsare preferably threaded at one endand provided with collars 22 and lock nuts 23: The collars may fitsnugly so as to-hug the rods by friction, or may fit to movefreely, asdesired, and-are adapted to contact with the guides 21- and limit orcushion the downward movement of the pistons, the stroke being regulatedby the adjustment of the lock nuts 23. In this way. the stroke of thepistons may be varied according to the height of thecylinders from thetrack.

24 represents the fender apron frame, composed, preferably, of tubingand having the usual filler 25 of wire mesh or other suitable material.Thisframe is bent to-the desired. form and the use of tubing initsconstruction reduces considerably the weight of the fender. The rearend of the fender frame is supported on the pistonbrackets 19 by meansof pivot pins 26 which allow the frame to be swung vertically totheposition indicated: in dotted lines in Fig. 1. We prefer also toprovide a guard frame 27 in the rear of the fender apron frame, mountedat its lower end upon the brackets 19 and adapted to slide verticallywith the cylinder pistons on guides 28 which are preferably mounted onthe upper heads of the cylinders. (See Fig. 3). This guard 27 isdesignedto protect the person picked up by the fender from becoming injuredthrough contact with TV hen the bumper or with the fender cylinders. Therear edge of the fender apron frame 24:

is preferably provided with. castings 29. in.

sockets in the piston brackets and extend.

beneath: the webs130 of the fender: apron frame, thereby locking thisframe against vertical, swinging movement; (See Figs. 3

and-.8).. W hen, therefore, the-rodipins are inithe positionshown in Figs- 3aand 8;.the

fender apron frame will be positively locked.

against vertical movement on: its pivots,.but as-soon as the rod iswlthdrawnthe fender apron frame'is free't'o. tilt and may be swung totlie position; indicatedz by. dotted lines in: Fig. 1. This pin alsoserves to lock the fender apron. frame in itsraised or verticalposition. (See Fig.6)

It is desirable in; an apparatus of this kind to prov-idesome means forautomatically; tripping the-fender in case it strikes an obstruction:on' the track, and it is also desirable. that such means be extremely;simple in construction and capable of positive action withoutincreasing: materially the weight of-the fend'ermechanism.t "With thisend in view, (referringto, Fig. 1:), we provide tubes 36' pivotally;connected. at: their lower ends with the lower heads of the fendercylinders. The upper ends of these tubes are preferably threaded? andadapted to telescope with rods 37 which. are: pivotally connected: withthe car-platform 3 at" 38=. Locknuts39= are mounted on the threaded endsof the tubes 36. and, springs 40 are interposed between these look nutsand the" ends of the 1 rods 37 to. yieldingly hold the tubes and rodsagainst a telescoping movement. The tension of these springs may beregulatedby the adjustment of the lock nuts- 39. The pivotal connectionsof the cylinder with. the brackets 6 allow the fender and cylinders to:swing. backwardly to the position indicated by dotted lines in. Fig. 3when the fender strikes anobstruction on the track, and during thismovement the: tube 36 will be moved lengthwise, putting the spring 40under compression.

fender controlling valve and. admit fluid pressure to the cylinders,and. the mechanism which we prefer to employ for this purpose we willnow describe in detail.

Referring to Fig. 1, 41 represents a pipe leading from the main airreservoir of the car to the d'rivers controlling valve 42. This valve isof ordinary construction and of the type usually employed in connectionwith the air brake system of a car. It is unnecessary, therefore, toillustrate or describe it in detail. It is provided with the usualcontrolling lever 43 and a pipe 44 leads from the valve to the brakecylinder, not shown. The fender controlling valve has a casing 45 havingports for connection with an exhaust pipe 46 from the driverscontrolling valve, a pipe 47 leading to the fender cylinders, and anexhaust pipe 48. A hood or bonnet 49 is provided at one side of saidcasing and contains a rotary valve '50 having ports 51 and 52 thereinwhich communicate with similar ports in a valve seat provided in thecasing 45. Fluid pressure is supplied to the valve 50 through a pipe 53leading from the main reservoir pipe 41. A check valve 50 is interposedin the pipe connection 47 between the fender controlling valve and thebrake cylinder pipe to prevent the fluid pressure from flowingbackwardly from the brake cylinder pipe to the valve and the fendercylinders, thereby allowing the brakes to be setin the ordinary way bythe movement of the motormans valve without operating the fendercontrolling valve or the fender. lVhen the fender controlling valve isoperated, the fluid pressure will then flow through this valve to thefender cylinders and through the check valve to the brake cylinder pipeto set the brakes and drop the fender simultaneously.

The valve 50 is preferably provided with a stem 54 having a double crankarm 55 mounted thereon. (See Fig. 12.) A rod 56 having a turn buckleadjusting means 57 connects one end of said crank and with an arm 58secured on a rock shaft 58 which is mounted under the car platform. (SeeFig. 4). Arms 58 are secured on said rock shaft and carry a pin 59adjustable longitudinally by means of a set screw 60 and in the path ofa collar 61 adjustably mounted on the tube 36. When, therefore, thistube is moved lengthwise by the rocking of the fender and cylinders, thepin 59 will be struck to rock the bell crank and rotate the valve andadmit fluid pressure to the fender cylinders and depress the pistons andfender. The longitudinal adjustment of the pin 59 allows its position tobe changed to vary the time of contact of the collar 61 therewith. Theother end of the double crank arm 55 is connected by an adjustable rod62 with an arm 63 that is mounted on the casing of the driverscontrolling valve and has an operating lever 64 by means of which thedriver may rotate the fender controlling valve, as desired. We preferalso to provide a treadle surface 65 on the crank arm 55 by means ofwhich the driver may rotate the fender controlling valve with his footand admit fluid pressure to the fender cylinders.

The pipe 47 has a flexible hose connection 66 which leads to ahorizontal pipe 67 that is mounted in the upper heads of the fendercylinders and communicates with the cylinders above the pistons. \Vhen,therefore, fluid pressure is admitted to the pipe 47 it will flow downsimultaneously into the path of the cylinders to depress the pistons andthe fender apron frame. This flexible con nection 66 permits the fenderapron frame to be raised or lowered without disturbing the other fluidpressure attachments. At the same time the fluid pressure will beadmitted to the brake cylinder pipe to set the brakes.

In the operation of the device, assuming that the fender is in theposition indicated by full lines in Fig. 3, if the driver operates thefender controlling valve and admits fluid pressure to the cylinders thepistons will be forced down to the position shown by dotted lines inFig. 3, lowering the fender apron frame to the track. If the fenderapron frame should strike an obstruction on the track, as, for instance,a person lying or walking thereon, the pressure of the fender will forceit and the cylinders backwardly to the position shown by dotted lines inFig. 3, and this movement will operate the fender controlling valvesthrough the mechanism described, admit fluid pressure to the cylindersand depress the fender apron frame as before, without, however, anyattention on the part of the driver, the entire operation beingautomatic, the fender apron frame being tripped by striking theobstruction on the track.

In case the car becomes disabled and it is desired to attach it toanother car, the fender apron frame and cylinders may be easily andquickly swung to the position shown in Fig. 5, the tubes 36 being easilyand quickly disconnected from the rods 37. \Vhen the fender andcylinders are raised to this position and secured by thelocking meansdescribed, they will be entirely above the level of the car platform andbumper and the draft bar of one car can be easily and quickly attachedto the other car and the car operated in precisely the same manner, asif no fender were attached to it.

Ne do not wish to be confined to the details of construction hereinshown and described, as in many ways they are capable of modificationand will still be within the scope of our invention.

We claim as our invention:

1. The combination, with a car frame and bumper, of afendensupported infront of said bumper and includingfluid: pressure cylinders and an apronframe, said fender being capable of movement to an inverted positionabove the level of said bumper.

2. The combination, with a car frame and bumper, of fluid pressurecylinders hinged thereon, a fender apron frame supported by saidcylinders and adapted to swing with said cylinders to an invertedposition above the level'of said bumper.

3. The combination, with a car frame and bumper, of hinged fluidpressure cylinders, a fender apron frame carried by. said cylinders andadapted to swing therewith to a position above the level of said bumper,and means for locking said cylinders and fender. apron frame, in theirraised inoperative position.

4. The combination with a car frame and.

bumper, of fluid pressure cylinders hinged thereon, a fender apron framecarried by said cylinders and adapted to swing there with to aninverted, inoperative position above said bumper, and locking pins forsecuring said cylinders and fender apron frame in their raised,inoperative position.

5. The combination, with a car frame and bumper, and brackets mounted onsaid bumper, of fluid pressure cylinders hinged on saidbrackets, afender apron frame carried by said cylinders and adapted to swingtherewith to an inverted, inoperative position above the level of saidbumper.

6-, The combination, with a. car frame and bumper, and brackets mountedon said bumper, of fluid pressure cylinders having hangers securedthereto and pivotally connected with said brackets, a fender apron framecarried by said cylinders and adapted to swing therewith to an inverted,inoperative position above the level of saidbulnper.

7. The combination, with a car frame and bumper and brackets mountedthereon, of a fluid. pressure cylinder having hangers pivotallyconnected with said brackets, a fender apron frame carried by saidcylinders and adapted to swing upwardly therewith to an inverted,inoperative position above the level of said bumper, and locking pinspassing through said hangers and said brackets for locking saidcylinders and fender apron frame in their raised, inoperative position.

8. The combination, with a car frame and bumper, of fluid pressurecylinders hinged thereon, pistons for said cylinders, a fender apronframe carried by said pistons and adapted to swing therewith and withsaid cylinders to a raised, inoperative position above the level of saidbumper.

9. The combination, with a car frame and bumper, of fluid pressurecylinders hinged thereon, pistons for said cylinders, a fender apronframe carried by said pistons, fluid pressure and brake cylinder pipes,a controlling valve connected with said pipes and with said cylinders,and means rendered operative by baclnvardpressure on said fenderv apronframe and cylinders for operating said valve to admit fluid. pressure tosaid cylinders. V

10. The combination, with a car frame, of a fluid pressure cylindermounted thereon, a piston for said cylinder, a fender apron framecarried by saidipiston, said cylinder and fender apron frame beingcapable of. backward movement; upon striking an obstruction on thetrack, and mechanism actuated by backward pressure on said fender apronframe for admitting fluid pressure to said cylinder.

11. The combination, with a car frame, of cylinders mounted thereon,pistons for said cylinders, a fender apron frame carried by saidpistons, a fluid; pressure pipe connected with said cylinders, acontrolling valve, said fender apron frame being capable of backwardmovement upon striking an obstruction on the track, and mechanismactuated by the backward movement of said fender apron frame foroperating said-valve to admit fluid pressure to 'said'cylinders;

12. The combination, with a car frame, of cylinders mounted thereon,pistons for said cylinders, a fender apron frame carried by saidpistons, and capable of a limited backward movement, a fluid pressurepipe connected with said cylinders, a controlling valve therefor, meansactuatedby backward pressure on said fender apron frame for opcratingsaid controlling valveto admit fluid pressure to saidcylinders, saidmeans being adjustable to regulate the time of: operation of said valve.

13. The combination, with a car frame, of cylinders mounted thereon,pistons for said cylinders, a fender apron frame carried by saidpistons, and capable of a limited backward movement, spring-pressedtubes connected with said fender apron frame, rods mounted on said frameand adapted to telescope with said tubes, springs arranged to resist thetelescoping of said: tubes and rods, a fluid pressure pipe connectedwith said cylinders, a controlling Valve, and; mechanism actuated by thelongitudinal movement of said tubes for operating said valves to admitfluid pressure to said cylinders.

14. The combination, with a car frame and brackets mounted thereon, offluid, prespins and backward movement of the lower portion of saidcylinders and fender apron frame when the fender apron frame strikes anobstruction on the track, a fluid pressure pipe connected with saidcylinders, a controlling valve therefor, and mechanism actuated by thebackward movement of said fender apron frame, and cylinders foroperating said controlling valve to admit fluid pressure to saidcylinders.

l5.- The combination, with a car frame, of cylinders hinged thereon andcapable of an oscillating backward movement, pistons for said cylinders,a fender apron frame carried by said pistons, a fluid pressure pipeconnected with said cylinders, a controlling valve therefor, a rockshaft and crank arm thereon connected with said valve, and mechanismactuated by the backward movement of said fender apron frame andcylinders for rockingsaid shaft and operating said valve to admit fluidpressure to said cylinders.

16. The combination, with a car frame, of a fluid pressure cylinderhinged thereon, a piston therefor, a fender apron frame carried by saidpiston, a fluid pressure reservoir pipe, a brake cylinder pipe, a fendercontrolling valve connected with said fluid pressure reservoir pipe andwith said cylinder, a brake controlling valve connected with said brakecylinder pipe and also with said fender controlling valve, and mechanismactuated by the backward movement of said fender apron frame underpressure thereon for operating said fender controlling valve andadmitting fluid pressure to said cylinder and to said brake cylinderpipe simultaneously.

17. The combination, with a car frame, of

'a cylinder hinged thereon and having a limited oscillating backwardmovement, a piston for said cylinder, a fender apron frame carried bysaid piston, a fluid pressure reservoir pipe connected with saidcylinder, a controlling valve for said reservoir pipe, a rock shaftoperatively connected with said valve, an arm mounted on said rockshaft, a pin adjustably mounted in said arm and means actuated by thebackward movement of said cylinder and fender apron frame under backwardpressure for engaging said pin and rocking said shaft to operate saidvalve and admit fluid pressure to said cylinder.

18. The combination, with a car frame, of a cylinder hinged thereon andhaving a limited backward movement on its pivot, a piston for saidcylinder, a fender apron frame carried by said piston, a tube mounted onsaid cylinder, means yieldingly resisting backward movement of saidtube, a collar adjustably mounted on said tube, a fluid pressurereservoir pipe connected with said cylinder, a controlling valvetherefor, and mechanism actuated by said collar upon the backwardmovement of said tube for operating said valve to admit fluid pressureto said cylinder.

19. The combination, with a car frame and bumper, of a fender supportedin front of said bumper and including fluid pressure cylinders andpistons therefor and an apron frame carried by said pistons and havingvertical movement therewith, said fender being capable of movement to aninverted position above the level of said bumper.

20. The combination, with a car frame and bumper, of fluid pressurecylinders and pistons therefor, and a fender apron frame connected withsaid'pistons and having avertical reciprocating movement below the levelof the bumper and also having an oscillating movement from its normalposition below the bumper to an inverted position above the bumper.

21. The combination, with a car frame and bumper, of a fluid pressurecylinder and piston therefor, and a fender apron frame connected withsaid piston and having a vertical reciprocating movement below the levelof said bumper, and an independent swinging movement from its normaloperative position below the bumper to an inverted, inoperative positionabove the level of the bumper.

In witness whereof, we have hereunto set our hands this 13th day ofSeptember, 1912.

FRANK A. NELSON. EINAR T. FLATEBOE. l/Vitnesses STEPHEN A. Bnoons,

J. WV. LYSONS.

Copies of this patent may be obtained for five cents each, by addressingthe. Commissioner of Patents,

' Washington, 110.

